Control of electric motors.



No. 665,143. Patented Ian. I, I90l. E. W. STULL.

CONTROL OF ELECTRIC MOTORS.

(Application filed June 5, 1900. '(No Model.) 3 Sheets-8haet l.

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E. 'W. STULL.

CONTROL OF ELECTRIC MOTORS.

(Application filed June 5, 1900.)

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N0. 665,|43. Patented Jan. I, 190i.

E. W. STULL.

CONTROL OF ELECTRIC M OTORS.

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IUNITED STATES PATENT @rricn.

EMMETT W. STULL, OF JOHNSTOWN, PENNSYLVANIA, ASSIGNOR TO THE LOR-AINSTEEL COMPANY, OF PENNSYLVANIA.

CONTROL OF ELECTRIC MOTORS.

SPECIFICATION forming part of Letters Patent No. 665,143, dated January1, 1901.

Application filed June 5, 1900. Serial No. 19,137- (Ilo model.)

To (LZZ whom, it may concern:

Be it known that I, EMMETT W. STULL, of Johnstown, in the county ofCambria and State of Pennsylvania, have invented a new and usefulImprovement in Control of Electric Motors, of which the following is afull, clear, and exact description, reference being had to theaccompanying drawings, which form a part of this specification.

Myinvention has relation to the control of electric motors, and isparticularly designed for use in connection with the motors ofelectrically-propelled trains composed of a nu inher of vehicles or carseach of which has its own individual propelling-motors.

The invention is designed to provide means of novel and efficientcharacter whereby the motors of the cars can be controlled in unisonfrom any desired point on the train. It is also designed to provide asystem of this character in which the number of train-wires is reducedto a minimum; also, to provide in such a system means which will protectthe motors from injury by reason of a sudden inrush of current followinga failure of current from any cause.

A further object is to provide means Wll6l6 by the car-circuit breakersthroughout the train may be automatically reset from any desired pointon the train, and also means for indicating to the motorman the fact ofan open-circuit breaker on any car.

Generally considered, my invention consists in the combination,withmotor-controllers and means for actuating the same to control thecircuit relations of the motors, of a master-controller which primarilygoverns the operation of the motor-controller, and asubmaster-controller on each car whose operation is controlled by themaster-controller and which immediately controls the motorcontrolleractuator and also the connection in the motor-circuit of externalresistance. This submaster-controller forms an important feature of mysystem of control, its purpose being to perform to a large extent thework which has heretofore been done by the mastercontroller. Themaster-controllers throughout the train being connected in multiplebetween the train-wires, it is obvious that for each operative positionof the master-controller there must be corresponding trainwires, and inall systems of train control which have heretofore been proposed, in sofar known by me, the master-controller is arranged to have an operativeposition for each of the several positions of the motorcontrollers. Asit is necessary for the latter to have a considerable number ofpositions in changing the motors from their starting positions totheirfnllrunning positions,a very considerable number of train-wires hasusually been required. By the use of the submaster-controllers as hereinproposed I am enabled to reduce the master-controller to a very simpleform of switch having but two operating positions and requiring but twotrain-wires.

The invention also comprises a motor-reversing switch, actuatorstherefor, and a master reversing-switch, which control the saidactuator, also switches for cutting into and out of circuit, more orless, of artificial resistance to properly regulate the speed andacceleration of the motors.

The invention also comprises a novel arrangement of switches forautomatically opening the motor-circuits upon failure of thesupply-circuit and for automatically restoring such circuits uponresumption of the current and the return of the motor-controllers to aposition to properly condition the motors to again receive current.

The invention also consists in the combination, with circuit-breakersthroughout the train on the respective cars, of switches and connectionswhereby said circuit-breakers or any one of them may be reset from theselected point of control. I also provide signals and means whereby thesame are operated automatically by the opening of any circuit-breakerthroughout the train.

My invention also consists in various constructions, arrangements,combinations, and subcombinations of parts and devices, all as fullyhereinafter described, and pointed out in the appended claims, referencebeing had to the accompanying drawings, forminga part of thisspecification.

In thedrawings, Figure 1 is adiagram illustrating a general arrangementof parts and electric connections suitable for use in applying myinvention to a train composed of two cars. Fig. 2 is a similar viewshowing, on a larger scale, the arrangement of parts and connections forone of the cars. Fig. 3 is a detail view of the actuator for one of themotor-controllcrs. Fig. 4 is a plan view of an actuating device for oneof the submaster-controllers. Fig. 5 is a similar view showing means forreturning the subrnaster-controller to its off position. Fig. (5 is aview showing a modification of the motor-controller actuator, and Fig. 7is a diagrammatic view showing, on a larger scale, one of thecircuit-breakers.

In Figs. 1 and 2 in order that the motorcircuits and thecontroller-circuits may be more readily distinguished and followed Ihave represented the connections of the former by heavier lines.

The arrangement and connection of parts being the same on each car, itwill be sufiicient to confine the detailed description to a single car,and to this end especial reference will now be had to Fig. 2.

The letter T indicates the connection leading to the high-pressure sideof the supply system, and G whenever seen indicates a ground connection.

C indicates the motor-controller, which I have shown as being of thewell-known series,

parallel type, its rotary drum having thereon one set of contacts 4 forconnecting the two motors in series and a second set 4 for connectingthem in parallel, said contacts being engaged by a series of fixedcontact-fingers X.

BS is the motor-reversing switch, which is also of well-known type, itscontacts .2' being mounted upon a rotary drum and engaged by a series ofcontact-fingers Z. It is not thought necessary to describe in detail thevarious connections between the controller, the reversing-switch, andthe motors, as this forms no part of my invention, and is, moreover,best understood by reference to the diagram.

CA is an actuator for the controller G and consists of twooppositely-wound electromagnets M, secured to the shaft of thecontrollerdrum to rotate therewith, and a fixed magnet adjacent theretohaving a plurality of inwardly-projecting radial pole-pieces M M M M".The two middle poles M M are wound with coils; but the poles M M areunwound, being consequent poles.

The manner in which the magnet-coils are connected in circuit will bedescribed hereinafter.

RA designates the reverse-switch actuator, which is similar to theactuator 0A, except that its fixed magnet has but three poles, only oneof which is wound.

M0 is the master-controller, which in the present instance is shown asconsisting of a rotary member carrying contacts designed to be engagedby contact-fingers. The controller has a power position, a releaseposition, and an off position. In its power osition contacts 0 c c c areen a ed b Y fina a v gers 1, 2, 3, and 4, and in its release positioncontacts 0, c c and c are engaged by ingers 1, 2, 3, and 5. In its offposition no contacts are engaged.

MB is the master reverse-switch, which is a duplicate of the mastercontrolling-switch. This switch has an ahead position, in which itscontacts .9, 8 ,8 and s are engaged by its respective lingers 6, '7, 8,and 9, a back position, in which its contacts s s, s, and s are engagedby the respective fingers 6, 7, 8, and 10, and an intermediate offposition, in which no contacts are engaged.

SC designates the subinastercontroller, which is also a rotary drumhaving a series of peripheral contacts and cooperating fixedcontact-fingers. This controller may, if desired, be placed in the samecase with the motor-controller, but it is actuated independently of thelatter and is not mechanically connected therewith. Various means may beemployed for actuating this drum to impart a step-by-step forwardmovement thereto. The means which I have shown consist of a ratchet E,fixed to the shaft of the drum, a compound armature and pawl -lever E,whose pawl e engages the teeth of said ratchet, an electromagnet E foractuating said pawllever to cause a step movement ofsaid ratchet, and aretracting spring E for retracting said lever. (See Fig. at.)

E is an electromagnet whose armature E, when attracted, is designed towithdraw the pawl e from engagement with the teeth of the ratchet E.

For the purpose of returning the controller SC to oft position when thepawl. c is disengaged I have shown an electromagnet F, whose armature Fis connected to a pivoted toothed sector F which meshes with a pinion Fon the shaft of the drum.

Electrically considered,the drum SC is composed of two parts, one ofwhich is comprised by contacts 0 0 o o", with correspondingcontact-fingers O O O 0 and the other part by the contacts 0 to 0inclusive, and their corresponding fingers O to O. In the arrangementshown, the drum SC has eight operative positions, as indicated by thebroken vertical lines.

E designates artificial resistance for con nection in the motor-circuit.This resistance is arranged in sections which are designed to besuccessivelyremoved from or included in ITO W, W W W W and W indicatesix l by the lower group of contacts of the subtrain-wires which extendthroughout the train, being provided with suitable couplings was betweencars. The mastercontrollers throughout the train are connected inmultiple between the wires 7' W and all the master reverse-controllersare similarly connected between the wires W and W The carcircuit-breakers CB are of that type which can be reset by energizing anelectromagnet. The resetting-coils or of these circuit-breakers are eachconnected to the trainwire W upon one side and upon the other side areconnected to ground. Each circuit breaker is also provided with twonormallyseparated contacts to w, contact to being connected to groundand contact to being connected to the train-wire WV. Attached to theterminal to is a spring bridging-piece 10 which is moved to makeconnection with the contact to by a lug w on the handle or movablemember of the circuit-weaker when the latteris in open position. Thecircuit-breaker of each car is interposed in the motor-circuit betweenthe trolley connection TC and the motor-controllers,and thecontrolling-circuits are derived from the m otor-circu it from points onthe car side of the circuit-breakers, the controlling-circuit connectionleading to the master-controller through a fuse-box FE, and a switch Sthen in multiple to the fingers 1 and 6 of the master-controller and themaster reverse-switch. A branch conductor leads to the train-wire Wthrough signal-lamps SL, and still another branch lea s to thetrain-Wire W through a switch S which is normally in open position.

An automatic cut-out switch AS is also interposed in the motor-circuitbetween the circuit-breaker and the motorcontroller, whose movablemember is actuated by a solenoid having one coil Q in the motor-circuitand a second coil Q in the controlling-circuit. This solenoid alsooperates a second connected switch AS, which is interposed in aconductor leading from the trolley side of the circuit-breaker to thefirst finger 0 of the sub- Inaster controller, the arrangement beingsuch that when the switch AS is open switch AS is closed, and viceversa.

Contact-fingers 2 and 3 of the master controlling-switch MC areconnected with each other. Finger 4: is connected to train-wire W andfinger 5 to train-wire \V. Fingers 7 and 8 of the master reverse-switchare con nected to each other, and fingers 9 and 10 are respectivelyconnected to the train-wires and W Finger 0 is connected to thetrainwire W and also to one terminal of the switch AS, as above stated.Finger 0 is connected to linger T 0 is connected to finger T throughone-half of the coil of the magnet M 0 connected with finger T Finger0*, which maintains a constant engagement with contact 0 is connected tothe motor-circuit at a point intermediate the switch AS and theresistance R, whereby the circuits controlled master-controller mayreceive current independently ot' the master-controller. Finger 5 isconnected to linger T Fingers O O O and O are connected to groundthrough the respective solenoid-coils R, R R and R Finger 0, which hasno engagement except when the submaster-controller is in oil. position,is connected to finger T Train wire N is connected to ground through thecoil E of the submotor-controller actuator and also through thesolenoid-coil Q. The coils of the magnet E and F are connected in serieswith each other in a branch circuit, which is connected at one end withthe connection leading from the finger O' and at the other end to groundthrough the solenoid-coil Q.

. One half of magnet-coil M is connected between the fingers 0 T asabove stated. The other half is connected to finger The magnet-coil M isrespectively connected to the fingers T" and the middle portion of thecoil is connected to finger T. The coils of the two movable magnets Mare connected in series between the contacts '6 and the castingscarrying the contacts t F. The two movable coils of the reverseswitch-actuator RA are connected in series with each other and withground on the one side. On the other side they are connected to themiddle portion of the coil of the fixed magnet of said actuator, and thetwo ends of the said coil are respectively connected to the train-wiresW through contacts on m on the shaft of the reverse-switch RS, which arerespectively designed to be engaged by contact-fingers m hi contact mbeing engaged by its fingerm when the reverse-switch is in aheadposition and contact at by its finger m when the reverse-switch is inback position.

I will now proceed to describe the manner in which my system of controloperates.

Supposing all the controllers to be at off position, thecircuit-breakers closed, switches AS open, and the switches S to be openon all the cars except that from which the contact is to be effected andit being desired to start the car ahead, the reverse-switch being set toahead position the motorman first throws the master-controller to powerposition and then brings it back to its oit' position. A circuit isthereby temporarily completed through the finger 1, contacts 0 c,lingers 2 and 3, contacts 0 c finger 4 to trainwire \V, to and throughthe magnet-coils E and solenoid-coil Q to ground, thereby causing themagnet E to turn the submotor-controller one step to its first positionand the coil Q to close the switch AS. Up to this time there has been nomovement of the mo tor-controller; but as soon as the submaster-'controller reaches its first position the engagement of the finger Owith the contacts 0 0 completes a circuit to the finger T and throughcontacts 15 t and finger T to and through the outer half of themagnet-coil M ITO thence back to finger T, to contacts 25' 15 to andthrough the two magnets M, to contact 1%, and to finger T to ground.Magnets M and M will thereby be given opposite polarities and themagnets M will be given polarities respectively opposite to those of Mand M and the combined effect of the resulting attraction and repulsionupon the magnets M moves the latter,and thereby rotates theinotorcontroller to its series position. The magnets M will now berespectively opposite the poles of magnets M M and will have no Tendencyto further movement. It is obvious that the submaster-controllers andthe motor-controllers will all have a similar action, and the motors ofeach car will be connected in series with each other and with all theresistance R. The circuits will now remain unchanged until the mastercontroller is again operated as before, which will cause thesubcontroller to be moved to position 2. In this position finger O haslost its engagement with contact and finger O has engaged contact 0 Thisenergizes the solenoid-coil of resistance-switch R and short-circuitsone section of the resistance R. Successive operations of themaster-controller successively advance the subcontrollers to positions3, 4, and 5, and by the resulting successive action of the switches R RR the resistance is gradually and finally at position 5 entirelyshort-circuited. The next operation of the master-controllerwill advancethe subcontroller to position 6, which will engage finger O with contact0 and also the finger O with the contact 0 The engagement of finger 0with contact 0 closes a circuit through the outer half of themagnet-coil M and through the coils of both magnets M to ground, thecircuit being through finger T contacts li t/ finger T to magnet-coil Mto finger T contact 25 and to and through magnet-s M. This causesanother movement of the motor-controller to a point where the nets M arerespectively opposite the poles of the magnets M M, which is theparallel position of said controller. The engagement of the contact 0will short-circuit two sections of the resistance R, which wouldotherwise be again entirely in circuit. Two more successive operationsof the master-controller will short-circuit successively the remainingsections 'of resistance through the engagement of the contacts 0 and 0by the fingers 8 and 9.

To release and return to off position, the inotorman throws themaster-controller over to its indicated release position. This sendscurrent into the wire W' thence to finger 0, contacts 0 0 finger O toand through the inner half of the magnet-coil M to finger T to contacts25 15 to and through magnets M, to contact 2i, and to ground. As thecurrent passes through the inner half of the coil M in the oppositedirection to that in which it passed in the outer half in moving themotor-controller to parallel, the polarity of magnets M M is reversedand the motor-controller is moved back to series position. As soon asthis occurs current passes from the contact 0 to finger O to finger T tocontacts i to finger T to and through the release-magnet coil F, andalso the pawl-releasing magnet E to ground, thus causing the return ofthe submaster-controller to off position. When this position is reached,the finger 0 engages the contact 0 and sends current to finger Tcontacts If, finger T to and through the inner half of magnet-coil M tofinger T, contacts t, to and through magnets M, to contact. '15, andfinger T to ground. This, as will be readily seen, will cause themotor-controller to return to off position. The release action will bethat just described when the submas= ter-controller is in eitherpositions (3, '7, or 8. If the motor-controller is in series position,when it. is desired to release with the subcontroller in any one of itspositions 2, 3, i, and 5 current will pass directly from the contact 0and finger O to and through the releasemagnet coils, causing the returnof the sub controller to off position, when the contact 0 comes intoplay to cause the return of the motor-controller to its off position, asbefore.

The operation of the reversing-switches will be readily understood. Whenthe master reverse-switch is moved to ahead position, current is sentinto the train-wire 7 and from thence to the contact devices m 072 toand through the inner half of the fixed coil of the reverseswitch-actuator RA, and thence through the coils of its movable magnetsto ground. The resulting relative energization of the magnets effectsthe movement of the reverse-switch to ahead position. If the masterreversing-switch is moved to back position, current is sent totrain-wire W thence to contact devices 111 and m to and through theouter half of the fixed magnet-coil, and to ground through the coils ofthe movable magnet. This reverses the polarity of the fixed magnets andcauses the reverse-switch to be moved to back position. By the describedarrangement of the contact devices m m m m I prevent current beinguselessly drawn through the magnet-coils when the actuator is idle.

In case of failure of current at any time the switch AS Willautomatically open and switch AS will automatically close. lVhen thecurrent-supply is resumed, current will enter the controlling-circuit bythe described connection from the line side of the circuit-breaker andthence to the upper group of contacts of the submaster-controller. Thecontrollers will now be automatically returned to ofi? position in thesame manner as above described, no matter in What position they may be.Operation of the master-controller will now close the switch AS andrestore the motor-circuit.

If the circuit-breaker on the car where the motorman is stationed opens,he will of course be aware of the fact; but it is desirable to pro videsome means which will notify him when acircuit breaker on any other caropens. This will be done as follows: When the circuit-breaker onany ofthe othercars opens, it will close the circuit between the contacts to wof that circuit-breaker, and inasmuch as contact to is ground-connecteda circuit will at once be established to ground through the signal-lampson the car where the motorman is stationed. It will be readily seen thatthe opening of any circuit-breaker except the one on that particular carwill light these lamps, since it will provide a ground connection forthe lamp-circuit whose other side is connected to thecontrolling-circuit. he circuit-breaker on the motormans car can bereadily reset by hand; but to enable those on the other cars to beautomatically reset I provide the switch S, which is normally held openby a spring. By closing this switch circuit is closed through theresetting-coils of the various circuit-breakers, as will be readilyseen.

Fig. 6 shows a modified form of controlleractuator designed to providegreater power than that above described. In this form the shaft of themotor-controller is provided with four poles and coils instead of two,arranged in opposite pairs, and the frame of the fixed field-magnet haseight poles instead of fou r, four of these poles H H H H having coilsand the other four being consequent poles. The coils of the four movablepoles are all connected in series between the contacts 25, t, and Thepoles H and H each have two separate oppositely-wound coils, while thepoles H H have one coil each, with connections whereby current may besent through the respective halves of each coil in opposite directions.The inner coil of the pole-piece H and the inner half of thediametrically opposite coil on pole-piece H are connected in seriesbetween fingers O and T The outer half of H and the outer coil of H areconnected in series between finger 'I and finger T The middle portion ofthe coil H is connected to fiugerT and its inner end to the inner end ofthe inner coilI-I,whose outer end is connected to finger T The outer endof H is connected to the outer end of the outer coil H, whose inner endis connected to finger T It will be readily understood that in case amotor-controller is employed having more than two positions thenecessary movements thereof may be obtained by increasingcorrespondingly the number of fixed magnets with corresponding contactsand connections for effecting the proper energization of the same.

In order to show a complete embodiment and application of my invention,I have necessarily shown many details which are not essential thereto,being susceptible of considerable variation without in any way affectingits spirit and scope. Hence I do not desire to be limited to suchdetails.

Having thus described my invention, what I claim, and desire to secureby Letters Patent, is

i. In a system of electric train control, the combination of a master-r-ontroller, a submast er-controller governed by the master-controller, and a motor-controller governed by the submaster-controller.

2. In a system of electric train control, the combination of an1aster-controller, a submaster-controller, asubmaster-controller-actuating device governed by the master-controller,and a motor-controller governed by the submaster-controller.

3. In a system of electric train control, the combination of amaster-controller, a submaster-controller, asubmastercoutroller-actnating device governed by the master-controller,a motor-controller, and a motor-controller-actuating device governed bythe submaster-controller.

4:. In a system of electric train control, the combination of amaster-controller, a submaster-controller governed by themastercontroller, and a motor-controller governed by thesubmaster-controller, said submastercontroller and motor-controllerbeing mechanically independent of each other.

5. In a system of electric train control, the combination of amaster-controller, a submaster-oontroller governed by themastercontroller, and a motor-controller governed by thesubmaster-controller, said snbmastercontroller having circuitconnections independently of the master-controller.

6. In a system of electric train control, the combination of amotor-controlling switch, an actuator therefor, amechanically-independent switch for controlling the said actuator, and amaster controlling-switch for governing said independent switch.

7. In a system of electric train control, the combination of amotor-controlling switch, an electromagnetic actuator therefor, amechanically-independent switch for controlling said actuator, anactuator for said independent switch, and a master controlling-switchfor governing the last-named actuator.

8. In a system of electric train control, the combination of amotor-controlling switch, an electromagnetic actuator therefor, a switchmechanically independent of the motor-controlling switch for governingsaid actuator,an electromagnetic actuator for said independent switch,and a master-controller for governing the last-named actuator, andcircuit connections for supplying current to the independent switchindependently of the supply controlled by the master controlling-switch.

9. In a system of electric train control, the combination of amotor-controlling switch, an electromagnetic actuator therefor, circuitconnections for energizing the magnets of said actuator, a switch whichcontrols the said connections, an actuator for said switch, and amaster-switch for controlling the operation of the last-named actuator.

10. In a system of electric train control, the combination of amotor-controlling switch, an electromagnetic actuator for said switch, a

meehanically-independent switch for cont-rolling the said actuator, anactuator for moving said independent switch in one direction, a secondactuator for moving it in the opposite direction, and a mastercontrolling-switch for governing the said actuators.

11. In a system of electric train control, the combination ofamotor-controller,an actuator for said controller, amechanically-independent controller for governing the said actuator,electromagnetic devices for actuating the independent controller to astep-by-step forward movement and a continuous return movement,and amastermontroller which governs the operation of said devices.

12. In a system of electric train control, the combination with thepropelling-motors of each car, external resistance for connection incircuit therewith, a motor-controller for connecting said motors eitherin series or in parallel, switches for short-circuiting more or less ofsaid resistance, an actuator for the motor-controller, actuators for theresistanceswitches, a submaster controlling-switch for governing theoperation of all the said actuators, an actuating device for saidsnbmaster controlling-switch, and a master-switch for cont-rolling theoperation of the last-named actuating devices.

13. In a system of electric train control, the combination withmotor-controlling and re sistanee switches, together withelectromagnetic actuating devices therefor, of a controller for the saiddevices, electromagnetic actuating devices for the said controller, anda master controlling-switch having contacts and circuit connections forenergizing said actuating devices to operate said controller to eitherforward or backward movement.

14. In a system of electric train control, the combination with twoconductors extending throng iout the train, of master-controllerslocated at different points throughout the train and connected inmultiple between said conductors, propelling-motors on the several carsand operating-circuits therefor, controllers for the said motors,actuating devices for said controllers, submaster -eontrollers forgoverning said actuating devices, and actuating devices for saidsubmaster-controllers, governed by said master-controllers.

15. In a system of electric train control, the combination withpropelling-motors, their circuits and controllers, the latter havingcont acts supplemental to its motor-controlling contacts, of actuatingdevices for said controllers, a submaster-controller for eachmotor-controller, which, together with the contacts of said supplementalgroup, control the said actuating devices, actuating devices for saidsubmaster-controller, and master-controllers at different points on thetrain having contacts and connections whereby the operation of anymaster-controller will close the circuit of the last-named actuatingdevices.

10. In a system of electric train control, the

combination with a1notor-controller, external resistance for connectionin circuit with the propelling-motors, and switches for removing fromthe motor-circuit more or less of said resistance, of an actuator forsaid controller, a controller which governs the operation of themotor-controller at some of its positions and at other positions effectscertain opera tions of the resistance-switches, actuating devices forthe last-nan] ed controller, and means for controlling the operation ofsaid actuating devices from a plurality of points on the. train.

17. In a system of electric train control, the combination with amotor-controller, having a rotary member carrying contacts for effectingcircuit changes of the motors, and also supplemental contacts, anelectromagnetic actuator for said rotary member, a submaster-controllerhaving contacts which cooperate with the said supplemental contacts tocontrol the operation of said actuator, means for actuating thesubmaster-controller to a step-by-step forward movement, and acontinuous return movement, and means for controlling the operation ofsaid actuating devices from different points throughout the train.

18. In a system of electric train control, the combination with thepropelling-motors of a car, and a switch for controlling the same, of anactuating device for said switch, having a plurality of cooperatingmagnets, switch mechanism for controlling the energization of saidmagnets, electromagnetic actuating devices for said switch mechanism,and means for controlling said z'tetnating devices from any desiredpoint on the train.

19. In a system of electric train control, the combination with amotor-controller, of an actuating device therefor, consisting of a pairof movable oppositely-wound eleetromagnets operatively connected to saidcontroller, means for energizing said magnets, and a plurality of fixedmagnets having poles adjacent to those of the movable magnets, and meansfor energizing said fixed magnets in pairs whose individual magnets areof opposite po larity, and means for reversing such polarity.

20. In a system of electric train control, the combination with thepropelling-motors of each car, and a controlling-switch for said motors,of a motor-reversing switch having a rotary contact-cz'u'ryin member,and an electromagnetic actuator therefor, consisting of a pair ofoppositely-wound electromagnets secured to said contact-carrying member,and three cooperating fixed magnets, together with means for energizingthe middle one of said magnets together with either of the adjacentmagnets, to give the two magnets onergized opposite polarity, and alsomeans for reversing the relative polarity of the said n1agnets.

21. In a system of electric train control, the combination with thepropelling-motors of each car, controllers for said motors, andactuating devices for said controllers, of a switch IIO for controllingsaid actuating devices, an electromagnetically-operated device forimparting a stepby-step movement to the movable member of said switch inone direction, an electromagnetically-operated release device for saidswitch, an electromagn etically-operated return actuating device forsaid switch, and a master-switch which controls the operation of all ofsaid electromagnetically-op erated devices.

22. In a system of electric train control, the combination with thepropelling-motors of each car, the controller for said motors itsactuator, a switch for controlling the operation of said actuator,actuating devices for said switch, and a master-switch for controllingthe operation of said actuating devices, of a circuit-breaker arrangedto open the motorcircuit and the circuit of the master-controllcr, butnot the circuit to the motor-controller actuator and to the returnactuating device of the submaster-controller, and a double switch onepart of which is arranged to open and close the motor-circuit betweenthe circuit-breaker and the motors and the other part of which isarranged to open and close a circuit to the motor-controller actuator,together with means for actuating said switch under predeterminedcircuit conditions.

23.- In a system of electric train control, the combination with thepropelling-motors of each car, a controller therefor, an actuator forsaid controller, controlling devices for said actuator, an actuator forsaid controlling devices, and a master-switch for controlling thelast-named actuator, of a circuit-breaker for automatically opening thesupply-circuit to the motors and also the circuit to the master-switch,a circuit connection to the lastnamed actuator independent of thecircuitbreaker and master-switch, a double switch one portion of whichis arranged to open and close the motor-circuit at a point between thecircuit-breaker and the motors, and the other portion of which isarranged to open and close the said circuit connection, and means forautomatically operating said switch under predetermined circuitconditions to open one portion thereof and close the other portion.

24:. In a system of electric train control, the combination with themotor and the motorcircuits of each car, of a motor-controller, anelectromagnetic actuating device therefor, controlling mechanism forsaid actuating device arranged to control the currei'it-supply to saidactuator and for varying the internal circuits of the same to produce astep-by-step movement of the controller, and an automatic switcharranged to open the motor-circuit upon the failure of current thereto,and at the same time to close a circuit to the said actuating device.

25. In a system of electric train control, the combination with themotor and the motorcircnits of each car, of a motor-controller, anelectromagnetic actuating device therefor, controlling mechanism forsaid actuating device arranged to control the current-supply to saidactuator and for varying the internal circuits of the same to produce astep-by-step movement of the controller, and an automatic switcharranged to open the motorcircuit upon the failure of current thereto,and at the same time to close a circuit to the said actuating device,together with means for closing said switch upon resumption of thecurren t-supply, said means operating only when the motor-controller isat off position.

26. In a system of electric train control, an automatic switch arrangedto open the motorcircuit upon failure of current in said circuit, andsimultaneously therewith to close a circuit to themotor-controller-actuating mechanism, and means for causing a reverseoperation of said switch said means being operative only when themotor-controller is at off position.

27. In a system of electric train control, the combination withcircuit-breakers arranged in multiple throughout the train and havingautomatic resetting devices, of a switch on each car arranged to closethe circuit of said resetting devices.

28. In a system of electric train control, a pair of conductorsextending throughout the train, a circuit-breaker on each car, saidcircuitbreakers being connected in multiple between said conductors,signals on the cars, and means operated by the opening of any circnit-breaker for closing circuit through the said signals.

29. In a system of electric train control, the combination with amotor-controller having contacts for varying the circuit connections ofthe motors, and also supplemental contacts, an electromagnetic actuatorfor said motor-controller, a submaster-controller having contacts andconnections which cooperate with the said supplemental contacts to varythe internal connections of the actuator, actuating devices for saidsubmaster-controller, and master-switches one of which controls theactuating device which moves the submaster-controller in one directionand the other of which controls the actuating device which moves thesubmaster-controller in the opposite direction.

In testimony whereof I have affixed my signature in presence of twowitnesses.

EMiMETT W. STULL.

Witnesses:

BLANoHE M. SMITH, H. W. SMITH.

